Turbine installation for ships



E. D. DICKINSON.

TURBINE INSTALLATION FOR SHIPS.

' I APPLICATION FILED JUNE 14. I918. 1,328,491 Patented Jan. 20, 1920.

4 SHEETS-SHEET l.

In ventorgarDDlcKmson,

|-| ls aqttornes Ed a E. D. DICKINSON.

TURBINE INSTALLATION FOR SHIPS.

APPLICATION FILED JUNE 14.1918.

1,328,497, I Patehted Jan. 20,1920.

4 SHEETS-SHEET 2.

Inventor: Edgar DDIcKinson,

IO g j by W I-lis0 ItLor-ne5.

' E. 0. DICKINSON. TURBINE INSTALLATION FOR SHIPS.

APPLICATION FILED JUNE I4, I918.

Patented Jan. 20, 1920.

S H E E T 3.

4 SHEETS- I nventor: EdgarDDickir-lson, M

flan. His fitter-neg.

E. D. DICKINSON.

TURBINE INSTALLATION FOR SHIPS.

APPLICATION-FILED JUNE [4. I916- 1,328,4 97, Patented Jan. 20, 1920.

4 SHEETS-SHEET 4 Inventor: EdgarDDicKinson, by MW His o ttorneg.

UNITED sTATEs PATENT OFFICE.

EDGAR D. DICKINSON, OF SCHENEOTADY, NEW YORK, ASS'IG-NOR T0 GENERALELECTRIC COMPANY,-.A CORPORATION OF NEW YORK.

TURBINE INSTALLATION FOR SHIPS.

Specification of Letters Patent. Patented J an; 20, 1920 Applicationfiled June 14, 1918. Serial No. 239,931.

To all whom, it may concern:

Be it known that I, EDGAR D. DIOKINSON, a subject of the King of GreatBritain, residing at Schenectady, in the county of Schenectady, State ofNew York, have invented certain new and useful Improvements in TurbineInstallations for Ships, of which the following is a specification.

The present invention relates to turbine installations for ships, andparticularly to installations comprising a main turbine and a cruisingturbine with'a coupling between them, and so arranged that whenoperating at high speeds the coupling may be disconnected, the mainturbine alone being used, while when operating at cruising speeds thecoupling is connected and the two turbines are operated in series, theelastic fluid passing first through the cruising turbine and thenthrough the main turbine. Such installations also comprise in general areversing turbine element, which may be a reversing wheel or wheelsbuilt into the casing of one of the turbines, or a separate turbine.-

With such installations, it is very desir-- able that the controllingmembers for the turbine valves and the coupling, which controllingmembers may be' hand operated levers, for example, be so arranged thatit is not possible for the operator to make a mistake in maneuvering theship, and the primary object of the present invention is to provide animproved interlocking arrangement for such controlling members whichwill insure this result.

Other objects of my invention will be apparent from the followingdescription and for a consideration of-what I believe to be novel-and myinvention, attention is directed to the accompanying description and theclaims appended thereto.

In the drawings, Figure 1 is a side elevation of a ships turbineinstallation embodyin my invention; Fig. 2 is a plan view thereo Fig. 3is a side elevation partly broken away, and Fig. 4 is atop plan view ofa part of a leverage mechanism; Fig.

5 is a diagrammatic view of an electric '10 Fig.10; Fig. 12 is asectional view of another valve mechanism, and Fig. 12 is a sectiontaken on line M Fig. 12.

In the present instance my invention is shown and described inconnection with a turblne installation as disclosed in the appllcationof William L. R. Emmet, Serial Number 84489, filed March 15, 1916, butit "will be understood, of course, that the invention is not necessarilylimited thereto. It will also be understood that the invention 1snotnecessarily limited to use with elastic fluid turbines as other formsof prime-mover may be used. However, the principal application is inconnection with turbines and as a matter of convenience the invention isdescribed in such connection. I v

Referring to the drawing, 13 indicates a main turbine of suitable type,having an ahead section to which elastic fluid is admitted by a conduitl3 which leads to the first stage, and a reversing section to whichelastic fluid is admitted by a conduit 14.

Hereinafter the ahead section is referred to as the main turbine or mainahead turbine and the reversing section 15 referred to as the reverslngturbine and 1t will be under- .stood that by these terms I mean eitherElastic fluid is conveyed to a steam chest in valve casing 16 by aconduit 20 and the passage of elastic fluid from such steam chest to anyone of the conduits 13, 14 and 15 is controlled by valves 17, 18 and 19respectively. The valves 17 and 19 are in series so thatvalve 17 must beopen before elastic fluid canbe admitted through valve 19 to theintermediate. stage of the main turbine. 21 indicates the exhaustopening of turbine 13, and 22 the shaft. -Turbine 13 is shown asconnected to drive a propeller shaft 23 through a suitable gearing 24.25 indicates a cruising turbine the shaft of whichis adapted to beconnected to the,

shaft of the main turbine 13 by a suitable coupling device or mechanismindicated generally by reference numeral 26.. This coupling device ormechanism may be of any suitable character. In the present instance itis indicated as being of the type disclosed in the aforementionedapplication of W. L. R. Emmet, wherein is provided an induc tiongenerator having one of its elements driven by the main turbine 13 andthe other by the cruising turbine 25, and a synchronous motor having oneof its elements sta tionary and the other mounted on the shaft of themain turbine with the armature elements of the generator and motorelectrically connected together to produce opposite directions of phaserotation. In the drawing A indicates the induction generator and B thesynchronous motor. 27 is an electric switch by means of which thegenerator A is connected to line wires 28. It is of a suitable typeadapted to be opened and closed manually by handles 27*. It is alsoarranged to be tripped and opened antomatically by pulling down on a rod29 or by closing an electric circuit through conductors 30 which areconnected to an electro-magnetically operated tripping device for theswitch. The switch 27 and a suitable arrangement for automaticallytripping it is illustrated diagrammatically in Fig. 5. A double breakswitch is shown which is biased by gravity to an open position and isheld closed by a catchlever 28 Whenever rod 29 is pulled downwardthecatch 28 will be moved to release the switch 27 and permit it toopen, and as will be clear, the switch cannot be again held closed bythe catch until the catch is released by rod 29. The catch is alsoreleased when an electric circuit is closed through conductors which areshown as connected to an electro' magnet 30 located below latch 28. Thearrangement for closing this circuit is ex plained hereinafter.

Elastic fluid is admitted to cruising turbine 25 by a conduit 31 inwhich is a controlling valve 32, and exhausts therefrom into a conduit33 which leads to the admission end of the main turbine 13. In con-.

duit 33 IS a stop valve 33 and a non-return valve 33". By this means themain turbine 13 and cruising turbine 25 may be connected in series whenthe ship is tobe operated at crulsing speeds. Elastic fluid is suppliedto conduits 20 and 31 by a main conduit 34 which leads from a suitablesource of supply, such'as a boiler. In conduit 34 is a boiler stop,valve 35-.

The valves 17 18, 19 and 32 are the operating ormaneuvering valves forthe installation, that is, they are the manually operated valves bywhich the turbines are controlled at will and I provide an arrangementwhereby valves 17, 18 and 32 are 0perated from a set of levers alllocated at the same point and interlocked with each other so as toinsure the correct operation of the valves for any running condition. Ifdesired, an operating lever for the-overload valve19 may be provided atthis same point also. However, in the present instance, the overloadvalve 19 is in series with the ahead valve 17, so that when the aheadvalve is closed the supply of elastic fluid is shut off from theoverload conduit 15, and because of this arrangement, and also the factthat the overload valve is used in general only occasionally I do notconnect it to be operated from the interlocking mechanism.

The valves 17 and 18 may be of any suitable type and they are providedwith operat-' ing arms 36 and 37 to which are fastened rods 38 and 39leadlng to bell crank levers 40 and 41 (see Figs. 1 and 2). Bell cranklever 40 is connected by a rod 42 to an arm Valve 32 has an operatingarm 54 (Fig. 10)

which is connected by a rod 55 to a lever arm 56 fixed on the end of apivotally mounted shaft 57'. On the opposite end of shaft 57 is an arm58 which is connected by a rod 59 to a hand lever 60.

-Hand levers 47, 53 and (SO-are pivotally mounted on a shaft 61 (Figs.6, 7 and 8) and are held in spaced relation to each other by spacingsleeves. 62. Shaft 61 is supported at its two ends in two rectangularside members 63 and 64 which are held in spaced relation to each otherby end braces 65 and tie rods 66. Side members 63 and 64, end braces 65and tie rods 66 form the frame work of an interlocking mechanism for le-'vers.47, 53 and 60. Each-of levers 47,53

and 60 comprises two -flat strips designated 47*, 53 and 60, which attheir lower ends are fastened to pivoted bars 47", 53 and 60respectively and at their upper ends to handles 47, 53 and 60 respectively. The flat strips 47, 53*? and 60 straddle segments 67', 68and '69 respectively and are arranged to be squeezed or clamped againstsuch segments by tightening the nuts 7 0 on the ends of bolts 71. Thenuts 7 O are provided with handles 72 for this purpose and by this meansthe levers 47, 53 and 260 can be clamped in any desired positions. Thesegments 67, 68 and 69 also serve to guide the levers 47 53 and- 60during their movements. Pivoted to end braces 65 and between levers 47and 53 is a locking member comprising a rectangular frame 73 carrying aflat locking plate 74 on its upper edge. The frame 73 is pivoted at itstwo lower corners on a shaft 7 5 and is adapted to move on such pivotscrosswise of the frame work ofthe interlocking mechanism. Similarlypivoted between levers 47 and 60 is a second locking member comprising aframe 76 carrying a flat looking plate 77 on its upper edge. The lockingplates 74 and 77 are of such a width that when in their centralpositions, as best shown in Fig. 8, they overlap levers 47, 53 and 60.

When the levers l7, and60 are in the po-- ver 53 or 60 to be moved. Thearrangement is such that when lever 47, 53 or 60 is moved, the leveritself moves the locking plates 7 i and 77, the frames 73 and 76 whichcarry locking plates 71 and 77 oscillating on their pivots. On frames 73and 76 are projecting studs 79 which engage each other to cause frames73 and 76 to move together. With this arrangement it will be clear thatwhen lever 47 is thrown backward from its forward position to open theahead valve 17 of main turbine 13 it will spread locking plates 74 and77 apart thus locking levers 53 and 60 against movement, that when lever53 is thrown backward from its forward position to open astern valve 18it will force both locking plates 74 and 77 to one side thus lockinglevers 47 and 60 against movement,

' and that when lever'60 is thrown backward from its forward position toopen cruising -valve 32 it will force both locking plates 74 and 77 tothe other side thus locking levers and 53 against movement. In any eventbut one of the levers 47, 53 and 60 can be thrown at a time or, in otherwords, only one ofthe valves 17, 18 and 32 can be open at a time, andbefore any one ofthem can be opened, the others must be closed.

Whenever either the main ahead valve 17 or the astern valve 18 is openthe cruising valve 32 must be closed and at such times it is also alwaysdesirable that the clutch mechanism between the cruisin turbine shaftand the main turbine shaft he uncoupled or rendered inoperative, and toaccomplish this I connect a controlling means for; such clutch mechanismto the valve operating mechanism of valves 17 and 18 so that whenevereither of these valves is opened, the

clutch mechanism will be uncoupled or ren-- dered inoperative. If it isclosed it will be automatically opened or if already opened itwill notbe possible to close it. In the present instance the latch releasing rod29, already referred touis connected to one end of a lever 80 which ispivoted on a shaft 8-1 carried on... a standard 82 (see Figs. 3 and 4).The lever 80 is normally pressed upward and away from catch 28 by aspring 83 located between a projection 84. on lever 80 and standard 82.The end of lever 80 remote from rod 29 is in the form of a flat plate 85and the under surface of such flat plateis adapted to be engaged andlifted byeither of two separate levers 8t and 87 which are pivoted atone end on shaft 81 and have their other ends connected to separatetoggles 88 and 89. Whenever either of the toggles 88 or 89 isstraightened, lever 86 or 87 will be lifted thus turning lever 80 andpulling down on rod 29 which in turn raises catch 28' from engagementwith switch 27. If the switch 27 is closed as soon as the catch 28 islifted it will automatically open and it cannot again be closed untilcatch 28 is released. Of course it will be understood that this catcharrangement is only illustrative and that the showing is diagrammatic.In actual practice any approved structure for accomplishing the resultdesired may be utilized. Toggles 88 and 89 are connected by rods 90 and91 to arms 92 and 93 on shafts 44 and 50 respectively. Either toggle 88or 89 will thus be straightened whenever hand lever 47 or 60 is thrownto open valve 17 or 18.

- The operation of the arrangement so far described is as follows:

If it is desired to operate the ship at cruising speed the hand lever 60is thrown from its forward position backward to open cruising valve 32and admit elastic fluid to the cruising turbine 25. At the same time theswitch 27 is closed by means of handles 27 to render operative theclutch mechanism 26. The hand lever 60 is moved to such a position thatvalve 32 is opened sufiiciently to admit an amount of elastic fluid togive the desired speed. The hand levers 47 and 53 must of course be intheir forward positions, which means that. valves '17 and 18 areclosed,before hand lever 60 can be moved, and as soon as hand lever' 60 ismoved to open cruising valve 32 the interlocking plates 77 and 74 arepushed to one side so as to lock hand levers 47 and 53 against movement.The exhaust steam from cruising turbine 25 will pass by way of conduit33 to the main turbine 13, the stopvalve 33 of course being open. Suchoperation of a cruising turbine and a main turbine in series is wellknown and understood in the art of ship propulsion. In the presentinstance tlie-arrangement for driving the propeller, as shown in Figs.land 2, is onehalf of the installation for a ship having two propellers,the arrangement for the other propeller being a duplicate of the oneshown. 94 indicates a branch conduit leading from conduit 33 to aconduit similar to conduit 33 and appurtenant to the other half of theinstallation. If desired elastic fluid from the cruising. turbine 25 ofone propeller may be in part or entirely passed to the main turbine ofthe other propeller by way of conduit 94.

If now it is desired to operate the installation at full speed ahead thehand lever 60 is first pulled forward'to close crulsing valve '32 andthe hand lever 47 is then moved to open the ahead valve 17. At the sametimethen when hand lever 47 is moved it Will pull rod 90 and straightentoggle 88 thus pulling down rod 29 and releasing the catch 28 which willpermit the switch 27 to automatically open. It will also be noted thatso long now as the hand lever 47 is in position to hold ahead valve 17open the catch 28 will be heldrin such a position that the switch 27cannot be latched shut. The installation can then be operated at fullspeed ahead, the hand lever 47 being set to such a positlon that itadmits a quantity of steam suflicient to give the desired speed. Incase' a still higher speed is desired, that is a speed corresponding toan overload on the main turbine 13, the valve 19 is manually openedthereby admitting elastic fluid through conduit 15 directly to anintermediate stage of the main turbine 13. As already stated theoverload valve 19 is in series with the valve 17 so that elastic fluidcan be admitted through it'to the turbine 13 only when the ahead valve17 is already open. Due to this arrangement the admission of elasticfluid through the overload valve 19 to the turbine is in reality undercontrol of the hand lever 47 which isinterlocked with the levers 53 and60.

If now it is desired to reverse.the ship the hand lever 47 is brought toits forward position to close the ahead valve 17 and the astern lever 53is moved to open reverse valve 18 to admit elastic fluid by way ofconduit 14 to the reversingturbine, i. e. the reversing section of themain turbine. When astern lever 53 is moved the interlocking plates 74and 77 are pushed to one side thus locking levers 47 and 60 ininoperative position. At the same time. the rod 91 is pulled tostraighten toggle. 89 and pull down the catch 28 of switch 27 so thatshould switch 27 be closed it will be automatically released or,assuming that it is already open the catch will be held in suchahposition that the switch cannot be latched s ut.

It will be noted that with this arrangement the operator cannot make amistake in the operation of his controlling levers or in themanipulation of the switch 27. But one of the operating levers can bemoved at a time and the switch 27. can only be latched shut when thelevers 47 and 53 which control the ahead and astern valves of the mainturbine 13 are in inoperative position so that valves 17 and 18 areclosed.

In an installation of this character it is desirable to utilize inconnection with the cruising turbine a speed controlled valve mechanismwhich will regulate the speed of the cruising turbine within certainlimits. To this end I provide in conduit 31 at a point between thecruising valve 32 and the inlet to the turbine a suitable controllingvalve 95 having an operating lever 96 (see Figs. 9, 10 and 11) which isconnected by rod 97 to the piston of fluid actuated motor 98.

The pilot valve- 99 of fluid actuated motor '98 has its stem connectedto a governor arm 100 which in turn is connected to a, spindle 101v of aspeed governor. This speed governor may be of any desired typeandoperates in the usual manner to move the spindle 101 back and forththereby turning governor arm 100 and moving the pilot valve 99 to causeth fluid actuated motor 98 to operate. The operation of a fluid actuatedmotor as shown in section in Fig. 11, is of course well understood andneeds no detailed description. The actuating fluid is admitted to itthrough a suitable conduit connected to the opening 102 and thedischarge from the motor is led away through conduit 103. By thisarrangement the amount of elastic fluid which can be admitted by thecruising valve '32 is limited by the governor controlled valve so thatin no case can suflicient elastic fluid be admitted to cause an undueoverspeeding of the cruising turbine. In actual ,practice the speedgovern-or will preferably be set sotha-t it has no practical efl'ect onthe speed of the cruising turbine 25 until the turbine has reached aspeed somewhat above the. controlling valve 95 would be entirely closedat a speed seven per cent. abov normal, if it is assumed that thegovernor comes into play at a speed three per cent. above normalas-referred to above. It will be understood of course that the figuresgiven are only by way of example and are not to be 7 taken aslimitations of my invention;

Since any elastic fluid turbine can accelerate at a very rapid rate andsince increase of speed may not be easily perceptible, it is alwaysdesirable that all turbines be equipped with an emergency governingmechanism which will operate to quickly shut off the supply of elasticfluid thereto 108 is forced downward, pulling on link 106 in case ofexcess speed. The emergency governing mechanism for the cruising-turbinecomprises a quick closing valve mechanism 105 (Figs. 1 and 2) which maybe of any suitable type. In the present instance a valve mechanism isindicated which is adapted to be tripped by a downward pull on a link106. The detail structure of valve mechanism 105 is not illustrated asit forms no part of the present invention. Link 106 is connected to thestem 107 of a piston 108 located in a cylinder 109. The upper end ofcylinder 109 is connected to conduit 31 by a pipe 110 and the lower endis connected by a pipe 111 to a region of lower pressure, for example toatmosphere. In pipe 111 is a relief valve mechanism 112 (see .Fig. 12)comprising a casing 113 having a seat 114 upon which is seated a valve115. Valve 115 is normally/held seated by a spring 116 and by theunbalanced pressure on a piston 117 which is formed integral with valve115 and slides in a cylinder 118. Leading from cyl-- inder 118 isarelief conduit 119 normally closed by aplunger 120. When emergencyvalve mechanism 105 is open, high pressure elastic fluid passes by wayof pipe 110 to the upper end of cylinder 109 and leaks past piston 108and through pipe 111 to valve casing 113. Here it leaks past piston 117and, providing conduit 119 is closed by plunger 120, builds up apressure above piston 117 and hence serves to hold valve 115 to itsseat. With valve 115 closed the pressure is maintained in pipe 111 andsince piston 108 is unbalanced by the area of its stem 107,.

such piston will be maintained in its up or position as shown in Fi 1 solong as va ve 115 remains seated. Va ve 115 will be automaticallyunseated whenever plunger 120 is raised to 0 en conduit 119 thusrelieving the pressure a ve piston 117 and when valve 115 is opened thepressure below piston 108 in cylinder 109 is immediately relievedthrough pipe 111 with the result that piston and tripping the quickclosing valve mechanism 105, permitting it to close. The plun pivoted124. Lever 124 is pivoted on a standard 125 and is provided with anoperating handle 126 which may be used for resetting it, and for trippinthe emer ency valve mechanism by hand. ver 1241s normally held in theposition shown in Fig. 12, that is a position to maintain conduit 119closed by plunger 120, by a spring pressed trip rod 127. p

The connection between the trip rod 127 and lever 124 is best shown inFig. 12. Lever 124 comprises two fiat strips between which the flattenedup er end of rod 127 projects. In the end 0 rod 127 is a longitudinallyextending slot 128, through which tion. In the passes a bolt 129. Bolt129 projects through openings in the two fiat strips of lever 124 andalso through openings in two ears 130 carried by a collar 131 whichsurrounds the end of rod 127 just below lever 124. Collar 131 is thusrigidly connected to lever 124 while rod 127 is connected thereto iby alost motion connection. Rod 127 is provided with a thread ed section 132upon which is a flanged nut 133 and lock nut 134, and located betweennut 133 and collar 131 is a sprin 134 which serves to hold lever 124 insuc that bolt 129 is at the top of slot 128. The lower end of rod 127 isnormally supported on a trip finger 135 pivoted on a pin 135", andpressed toward the end of rod 127 by a spring 136. Rod 127 is presseddownward by a spring 137 which engages at one end a stationary support.138 and at the other end a collar 139 fixed on rod 127. Whenever tripfinger 135 is moved from under rod 127' the sprlng 137 will press itdownward thus pulling-down on lever 124 and raising plunger 120 therebycausing the emergency valve 105 to close as already explained. Thedownward movement of rod 127 islimited by its end striking finger 135.To reset the trip mechanism the rod 127 is lifted and the plunger 120restored .to its original posit1on by raismg the handle 126, the tripfinger 135 automatically moving under the end of rod 127. Owing to thelost motion connectionbetween rod127 and lever 124, the lever can bemoved by hand to raise the plunger 120 by moving the handle 126downward, the bolt 129 moving down in slot 128. The emergency valvemechanism 105 can thus be tripped by hand.

Trip finger 135 may be moved from under'rod 127 by any suitable speedresponsive device, or any other device which reonds to an abnormalcondition of operalfesent instance a well known form of spee responsivedevice is shown comprisin av plunger 141 which slides in guide-bus ings142 and 143 arranged in an opening in a shaft indicated at 144. In thepresent instance this is the shaft of the cruising turbine 25. Theplunger 141 isis also desirable that the clutch mechanism be renderedinoperative, and it is f forthis purposethat the switch 27 is arrangedto be released magnetically by electro-magnet 30' already referred to.The circuit 30 for magnet 30 leads to a pair of contacts 147 (Fig.

a position 12) which are bridged by a plate 148 carried by a lever 149whenever lever 124 is actu ated to trip the emergency valve 105. Forthis purpose lever 149 may be connected to lever 124 by a rod 150. a

The emergency valve mechanism for the main turbine 13 is similar to thatjust described for the cruising turbine 25 except that it does notembody. the arrangement for rendering the clutch mechanism inoperative.Referring to Fig. 1, 151 indicates the valve mechanism, 152 the cylindercorrespondlng to. cylinder 109, 153 and 154 the two pipes which connectcylinder 152 to conduit 20 and to a region of lower pressurerespectively,

the invention can be carried out by other means.

What I claimas new and desire to secure by Letters Patent of the UnitedStates, is

1. In combination, a main turbine, a cruising turbine, electrical clutchmechanism for connecting them together, a switch for said clutchmechanism, controlling levers for said turbines, interlocking mechanismfor said levers, and means associated with said levers for controllingsaid switch.

2. In combination, a main turbine, a cruis ingturbine, electrical clutchmechanism. for

connecting their shafts together, a switch for said clutch mechanism,valves for said turbines, means for operating said valves, and means foropening said switch to render the clutch mechanism inoperative when tl evalve for the main turbine is open.

3. v In combination, a main turbine, a cruising turbine, a reversingturbine, electrical clutch mechanism for connecting the cruising turbineto the main turbine, aswitch for saidclutch mechanism, controlling meansfor said turbines, interlocking mechanism for said controlling means,and controlling means for saidswitch associated with the turbinecontrolling means. i

4. In combination, a main turbine, a cruis ing turbine, clutch mechanismfor connecting them together, an emergency valve 'mechanism forthecruising turbine, and

means for rendering the clutch mechanism inoperative when. saidemergency valve --.-.mechanism is tripped,

'5.- In combination, a main turbine, a cruising turbine, clutchmechanism for connect ing them together, controlling levers for saidturbines, interlocking means for the controlling levers, an emergencyvalve mechanism for the cruising turbine, and means for rendering saidclutch mechanism inoperative when said emergency valve mechanism istripped.

a 7. In combination, a main turbine, at cruising turbine, clutchmechanism for connecting them together, controlling levers for saidturbines, interlocking means for the controlling levers, an emergencyvalve mechanism for the cruising turbine, and means for rendering saidclutch mechanism inoperative when said emergency valve mechanism istripped or when the controlling lever for the main turbine is operated.

8. In combination, a main turbine, a cruisin turbine, a reversingturbine, controlling vaIves for said turbines, operating levers for saidvalves, interlocking means for said levers whereby only one of saidvalves can be opened at a time, emergency valve mechanism'for saidturbines, a clutch mechanism for connecting the cruising turbine to themain turbine, and-means rendering said clutch mechanism inoperativewhenever either the main turbine controlling valve or the reversingturbine controlling valve is open or when the emergency valve mechanismfor the; cruising turbine is tripped.

9. In combination, a main turbine, a cruising turbine, an electricalclutch mechanism for connecting them together, controlling means forsaidturbines, an electric switch for said clutch mechanism, and meansassociated with the controlling means for the main turbine forcontrolling said electric switch.

10. In. combination, a main turbine, a cruising turbine, an electricalclutch mechanismfor connecting them together, controlling valves forsaid turbines, levers for throwing said valves, an electric switch forsaid clutch mechanism, and means connecting it to the lever for the mainturbine valve whereby whenever such lever is moved to open the valve forthe main turbine, such switch will be opened. 7

11. In combination, a main turbine, a cruisin turbine, an electricalclutch mechanism or connecting them together, controlling valves forsaid turbines, levers for throwing said valves, interlocking mechanismfor said levers, an electric switch for said clutch mechanism, and meansconnecting it to the lever for the main turbine valve whereby wheneversuch clutch is moved to open the valvefor the main turbine, such switchwill be opened.-

12. In combination, a main turbine, a reversing turbine, a cruisingturbine, electrical clutch mechanisms for. connecting the main turbineand the cruising turbine together, controlling valves for said turbines,levers for throwing said valves, an electric switch for said clutchmechanism, and means connecting said switch to the levers for the mainturbine and the reversing turbine valves. v

13. In combination, a main turbine, a reversing turbine, a cruisingturbine, electrical clutch mechanism for connecting the main turbine andthe cruising turbine. together,

controlling valves for said turbines, levers 'for throwing said valves,interlockin mechanism for said levers, an electric swltch for cruisingturbine, a reversing turbine, an

electrical clutch for connecting the main turbine to the cruisingturbine, a switch for controlling said clutch, controlling valves forsaid turbines, operating means for said valves, an emer ency valvemechanism for the cruising tu ine, and means for opening said switchwhenever the operating means for the main turbine or the reversingturbine is actuated to open the controlling valve for the main turbineor the reversing turbine or whenever said emergency valve mechanism istripped.

In witness whereof, I have hereunto set my hand this 12th day of June,1918.

EDGAR D. DICKINSON.

